System and method for managing the period of a control loop for controlling an engine using model predictive control

ABSTRACT

A system according to the present disclosure includes a model predictive control (MPC) module, an actuator module, and a remedial action module. The MPC module performs MPC tasks that include predicting operating parameters for a set of possible target values and determining a cost for the set of possible target values based on the predicted operating parameters. The MPC tasks also include selecting the set of possible target values from multiple sets of possible target values based on the cost and setting target values to the possible target values of the selected set. The actuator module controls an actuator of an engine based on at least one of the target values. The remedial action module selectively takes a remedial action based on at least one of an amount of time that elapses as the MPC tasks are performed and a number of iterations of the MPC tasks that are performed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is related to U.S. patent application Ser. No.14/225,502 filed on Mar. 26, 2014, Ser. No. 14/225,516 filed on Mar. 26,2014, Ser. No. 14/225,569 filed on Mar. 26, 2014, Ser. No. 14/225,626filed on Mar. 26, 2014, Ser. No. 14/225,817 filed on Mar. 26, 2014, Ser.No. 14/225,896 filed on Mar. 26, 2014, Ser. No. 14/225,531 filed on Mar.26, 2014, Ser. No. 14/225,507 filed on Mar. 26, 2014, Ser. No.14/225,808 filed on Mar. 26, 2014, 14/225,587 filed on Mar. 26, 2014,Ser. No. 14/226,006 filed on Mar. 26, 2014, Ser. No. 14/226,121 filed onMar. 26, 2014, Ser. No. 14/225,496 filed on Mar. 26, 2014, and Ser. No.14/225,891 filed on Mar. 26, 2014. The entire disclosure of the aboveapplications are incorporated herein by reference.

FIELD

The present disclosure relates to internal combustion engines, and moreparticularly, to systems and methods for managing the period of acontrol loop for controlling an engine using model predictive control.

BACKGROUND

The background description provided here is for the purpose of generallypresenting the context of the disclosure. Work of the presently namedinventors, to the extent it is described in this background section, aswell as aspects of the description that may not otherwise qualify asprior art at the time of filing, are neither expressly nor impliedlyadmitted as prior art against the present disclosure.

Internal combustion engines combust an air and fuel mixture withincylinders to drive pistons, which produces drive torque. Air flow intothe engine is regulated via a throttle. More specifically, the throttleadjusts throttle area, which increases or decreases air flow into theengine. As the throttle area increases, the air flow into the engineincreases. A fuel control system adjusts the rate that fuel is injectedto provide a desired air/fuel mixture to the cylinders and/or to achievea desired torque output. Increasing the amount of air and fuel providedto the cylinders increases the torque output of the engine.

In spark-ignition engines, spark initiates combustion of an air/fuelmixture provided to the cylinders. In compression-ignition engines,compression in the cylinders combusts the air/fuel mixture provided tothe cylinders. Spark timing and air flow may be the primary mechanismsfor adjusting the torque output of spark-ignition engines, while fuelflow may be the primary mechanism for adjusting the torque output ofcompression-ignition engines.

Engine control systems have been developed to control engine outputtorque to achieve a desired torque. Traditional engine control systems,however, do not control the engine output torque as accurately asdesired. Further, traditional engine control systems do not provide arapid response to control signals or coordinate engine torque controlamong various devices that affect the engine output torque.

SUMMARY

A system according to the present disclosure includes a model predictivecontrol (MPC) module, an actuator module, and a remedial action module.The MPC module performs MPC tasks that include predicting operatingparameters for a set of possible target values and determining a costfor the set of possible target values based on the predicted operatingparameters. The MPC tasks also include selecting the set of possibletarget values from multiple sets of possible target values based on thecost and setting target values to the possible target values of theselected set. The actuator module controls an actuator of an enginebased on at least one of the target values. The remedial action moduleselectively takes a remedial action based on at least one of an amountof time that elapses as the MPC tasks are performed and a number ofiterations of the MPC tasks that are performed.

Further areas of applicability of the present disclosure will becomeapparent from the detailed description, the claims and the drawings. Thedetailed description and specific examples are intended for purposes ofillustration only and are not intended to limit the scope of thedisclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a functional block diagram of an example engine systemaccording to the present disclosure;

FIG. 2 is a functional block diagram of an example engine control systemaccording to the present disclosure;

FIG. 3 is a functional block diagram of an example air control moduleaccording to the present disclosure;

FIG. 4 is a flowchart depicting an example method of controlling athrottle valve, intake and exhaust valve phasing, a wastegate, and anexhaust gas recirculation (EGR) valve using model predictive controlaccording to the present disclosure;

FIG. 5 is a flowchart depicting an example method of managing a periodof a control loop executed by a model predictive control moduleaccording to the present disclosure; and

FIG. 6 is a graph further illustrating the example method of FIG. 5.

In the drawings, reference numbers may be reused to identify similarand/or identical elements.

DETAILED DESCRIPTION

An engine control module (ECM) controls torque output of an engine. Morespecifically, the ECM controls actuators of the engine based on targetvalues based on a requested amount of torque. For example, the ECMcontrols intake and exhaust camshaft phasing based on target intake andexhaust phaser angles, a throttle valve based on a target throttleopening, an exhaust gas recirculation (EGR) valve based on a target EGRopening, and a wastegate of a turbocharger based on a target wastegateduty cycle.

The ECM could determine the target values individually using multiplesingle input single output (SISO) controllers, such as proportionalintegral derivative (PID) controllers. However, when multiple SISOcontrollers are used, the target values may be set to maintain systemstability at the expense of possible decreases in fuel consumption.Additionally, calibration and design of the individual SISO controllersmay be costly and time consuming.

The ECM of the present disclosure generates the target values using amodel predictive control (MPC) module. The MPC module identifiespossible sets of target values based on an engine torque request. TheMPC module determines predicted parameters for each of the possible setsbased on the possible sets' target values and a mathematical model ofthe engine.

The MPC module may also determine a cost associated with use of each ofthe possible sets. The cost determined for a possible set may increaseas differences between the target values of the possible set andreference values increase and vice versa. The MPC module may select thepossible set that has the lowest cost. Instead of or in addition toidentifying possible sets of target values and determining the cost ofeach of the sets, the MPC module may generate a surface representing thecost of possible sets of target values. The MPC module may then identifythe possible set that has the lowest cost based on the slope of the costsurface.

The MPC module may determine whether the predicted parameters of theselected set satisfy constraints. If so, the MPC module may set thetarget values based on the selected set. Otherwise, the MPC module mayselect the possible set having the next lowest cost and test that setfor satisfaction of the constraints. The process of selecting a set andtesting the set for satisfaction of the constraints may be referred toas an iteration. Multiple iterations may be performed during eachcontrol loop.

The ECM of the present disclosure may monitor the time that elapses asthe MPC module performs iterations and take one or more remedial actionsif the iteration time is greater than a threshold. In some instances,the period required to perform a single iteration may be known, in whichcase the ECM may monitor the number of iterations that are performed andmultiply the number of iterations by the predetermined iteration periodto obtain the iteration time. Iterations started during the current loopmay be referred to as the current iterations and the time that elapsesas the MPC module performs the current iterations may be referred to asthe current iteration time. If the current iteration time extends intothe period allotted for the next loop, the ECM may instruct the MPCmodule to set the target values for the current loop to the targetvalues set for the last loop and to refrain from restarting iterationsin the next loop.

In this manner, the ECM allows the MPC to complete the currentiterations during the next loop. Allowing the MPC module to complete thecurrent iterations during the next loop may reduce the amount of timerequired to complete iterations started during subsequent control loops.In addition, the loop rate of the MPC module may be decreased relativeto a worst-case loop rate for the longest expected iteration time.

If the current iteration time exceeds the period allotted for the nextcontrol loop, the solution sought by the MPC module may be infeasible orthere may be another error in the MPC module. Thus, the ECM may diagnosea fault in the MPC module. The ECM may also reset and reinitialize theMPC module, activate a service indicator such as a malfunction indicatorlamp, and/or limit the torque output of the engine.

Referring now to FIG. 1, a functional block diagram of an example enginesystem 100 is presented. The engine system 100 includes an engine 102that combusts an air/fuel mixture to produce drive torque for a vehiclebased on driver input from a driver input module 104. The engine 102 maybe a gasoline spark ignition internal combustion engine.

Air is drawn into an intake manifold 110 through a throttle valve 112.For example only, the throttle valve 112 may include a butterfly valvehaving a rotatable blade. An engine control module (ECM) 114 controls athrottle actuator module 116, which regulates opening of the throttlevalve 112 to control the amount of air drawn into the intake manifold110.

Air from the intake manifold 110 is drawn into cylinders of the engine102. While the engine 102 may include multiple cylinders, forillustration purposes a single representative cylinder 118 is shown. Forexample only, the engine 102 may include 2, 3, 4, 5, 6, 8, 10, and/or 12cylinders. The ECM 114 may instruct a cylinder actuator module 120 toselectively deactivate some of the cylinders, which may improve fueleconomy under certain engine operating conditions.

The engine 102 may operate using a four-stroke cycle. The four strokes,described below, may be referred to as the intake stroke, thecompression stroke, the combustion stroke, and the exhaust stroke.During each revolution of a crankshaft (not shown), two of the fourstrokes occur within the cylinder 118. Therefore, two crankshaftrevolutions are necessary for the cylinder 118 to experience all four ofthe strokes.

During the intake stroke, air from the intake manifold 110 is drawn intothe cylinder 118 through an intake valve 122. The ECM 114 controls afuel actuator module 124, which regulates fuel injection to achieve atarget air/fuel ratio. Fuel may be injected into the intake manifold 110at a central location or at multiple locations, such as near the intakevalve 122 of each of the cylinders. In various implementations (notshown), fuel may be injected directly into the cylinders or into mixingchambers associated with the cylinders. The fuel actuator module 124 mayhalt injection of fuel to cylinders that are deactivated.

The injected fuel mixes with air and creates an air/fuel mixture in thecylinder 118. During the compression stroke, a piston (not shown) withinthe cylinder 118 compresses the air/fuel mixture. A spark actuatormodule 126 energizes a spark plug 128 in the cylinder 118 based on asignal from the ECM 114, which ignites the air/fuel mixture. The timingof the spark may be specified relative to the time when the piston is atits topmost position, referred to as top dead center (TDC).

The spark actuator module 126 may be controlled by a timing signalspecifying how far before or after TDC to generate the spark. Becausepiston position is directly related to crankshaft rotation, operation ofthe spark actuator module 126 may be synchronized with crankshaft angle.Generating spark may be referred to as a firing event. The sparkactuator module 126 may have the ability to vary the timing of the sparkfor each firing event. The spark actuator module 126 may vary the sparktiming for a next firing event when the spark timing is changed betweena last firing event and the next firing event. The spark actuator module126 may halt provision of spark to deactivated cylinders.

During the combustion stroke, the combustion of the air/fuel mixturedrives the piston away from TDC, thereby driving the crankshaft. Thecombustion stroke may be defined as the time between the piston reachingTDC and the time at which the piston reaches bottom dead center (BDC).During the exhaust stroke, the piston begins moving away from BDC andexpels the byproducts of combustion through an exhaust valve 130. Thebyproducts of combustion are exhausted from the vehicle via an exhaustsystem 134.

The intake valve 122 may be controlled by an intake camshaft 140, whilethe exhaust valve 130 may be controlled by an exhaust camshaft 142. Invarious implementations, multiple intake camshafts (including the intakecamshaft 140) may control multiple intake valves (including the intakevalve 122) for the cylinder 118 and/or may control the intake valves(including the intake valve 122) of multiple banks of cylinders(including the cylinder 118). Similarly, multiple exhaust camshafts(including the exhaust camshaft 142) may control multiple exhaust valvesfor the cylinder 118 and/or may control exhaust valves (including theexhaust valve 130) for multiple banks of cylinders (including thecylinder 118). In various other implementations, the intake valve 122and/or the exhaust valve 130 may be controlled by devices other thancamshafts, such as camless valve actuators. The cylinder actuator module120 may deactivate the cylinder 118 by disabling opening of the intakevalve 122 and/or the exhaust valve 130.

The time when the intake valve 122 is opened may be varied with respectto piston TDC by an intake cam phaser 148. The time when the exhaustvalve 130 is opened may be varied with respect to piston TDC by anexhaust cam phaser 150. A phaser actuator module 158 may control theintake cam phaser 148 and the exhaust cam phaser 150 based on signalsfrom the ECM 114. When implemented, variable valve lift (not shown) mayalso be controlled by the phaser actuator module 158.

The engine system 100 may include a turbocharger that includes a hotturbine 160-1 that is powered by hot exhaust gases flowing through theexhaust system 134. The turbocharger also includes a cold air compressor160-2 that is driven by the turbine 160-1. The compressor 160-2compresses air leading into the throttle valve 112. In variousimplementations, a supercharger (not shown), driven by the crankshaft,may compress air from the throttle valve 112 and deliver the compressedair to the intake manifold 110.

A wastegate 162 may allow exhaust to bypass the turbine 160-1, therebyreducing the boost (the amount of intake air compression) provided bythe turbocharger. A boost actuator module 164 may control the boost ofthe turbocharger by controlling opening of the wastegate 162. In variousimplementations, two or more turbochargers may be implemented and may becontrolled by the boost actuator module 164.

An air cooler (not shown) may transfer heat from the compressed aircharge to a cooling medium, such as engine coolant or air. An air coolerthat cools the compressed air charge using engine coolant may bereferred to as an intercooler. An air cooler that cools the compressedair charge using air may be referred to as a charge air cooler. Thecompressed air charge may receive heat, for example, via compressionand/or from components of the exhaust system 134. Although shownseparated for purposes of illustration, the turbine 160-1 and thecompressor 160-2 may be attached to each other, placing intake air inclose proximity to hot exhaust.

The engine system 100 may include an exhaust gas recirculation (EGR)valve 170, which selectively redirects exhaust gas back to the intakemanifold 110. The EGR valve 170 may be located upstream of theturbocharger's turbine 160-1. The EGR valve 170 may be controlled by anEGR actuator module 172 based on signals from the ECM 114.

A position of the crankshaft may be measured using a crankshaft positionsensor 180. A rotational speed of the crankshaft (an engine speed) maybe determined based on the crankshaft position. A temperature of theengine coolant may be measured using an engine coolant temperature (ECT)sensor 182. The ECT sensor 182 may be located within the engine 102 orat other locations where the coolant is circulated, such as a radiator(not shown).

A pressure within the intake manifold 110 may be measured using amanifold absolute pressure (MAP) sensor 184. In various implementations,engine vacuum, which is the difference between ambient air pressure andthe pressure within the intake manifold 110, may be measured. A massflow rate of air flowing into the intake manifold 110 may be measuredusing a mass air flow (MAF) sensor 186. In various implementations, theMAF sensor 186 may be located in a housing that also includes thethrottle valve 112.

The throttle actuator module 116 may monitor the position of thethrottle valve 112 using one or more throttle position sensors (TPS)190. An ambient temperature of air being drawn into the engine 102 maybe measured using an intake air temperature (IAT) sensor 192. The enginesystem 100 may also include one or more other sensors 193, such as anambient humidity sensor, one or more knock sensors, a compressor outletpressure sensor and/or a throttle inlet pressure sensor, a wastegateposition sensor, an EGR position sensor, and/or one or more othersuitable sensors. The ECM 114 may use signals from the sensors to makecontrol decisions for the engine system 100.

The ECM 114 may communicate with a transmission control module 194 tocoordinate shifting gears in a transmission (not shown). For example,the ECM 114 may reduce engine torque during a gear shift. The ECM 114may communicate with a hybrid control module 196 to coordinate operationof the engine 102 and an electric motor 198.

The electric motor 198 may also function as a generator, and may be usedto produce electrical energy for use by vehicle electrical systemsand/or for storage in a battery. In various implementations, variousfunctions of the ECM 114, the transmission control module 194, and thehybrid control module 196 may be integrated into one or more modules.

Each system that varies an engine parameter may be referred to as anengine actuator. For example, the throttle actuator module 116 mayadjust opening of the throttle valve 112 to achieve a target throttleopening area. The spark actuator module 126 controls the spark plugs toachieve a target spark timing relative to piston TDC. The fuel actuatormodule 124 controls the fuel injectors to achieve target fuelingparameters. The phaser actuator module 158 may control the intake andexhaust cam phasers 148 and 150 to achieve target intake and exhaust camphaser angles, respectively. The EGR actuator module 172 may control theEGR valve 170 to achieve a target EGR opening area. The boost actuatormodule 164 controls the wastegate 162 to achieve a target wastegateopening area. The cylinder actuator module 120 controls cylinderdeactivation to achieve a target number of activated or deactivatedcylinders.

The ECM 114 generates the target values for the engine actuators tocause the engine 102 to generate a target engine output torque. The ECM114 generates the target values for the engine actuators using modelpredictive control (MPC), as discussed further below. The ECM 114 alsomonitors the time elapsed while generating the target values and takes aremedial action and/diagnoses a fault when the elapsed time is greaterthan a predetermined period. The ECM 114 may set a diagnostic troublecode (DTC) and/or activate a service indicator 199 when a fault isdiagnosed. The service indicator 199 indicates that service is requiredusing a visual message (e.g., text), an audible message (e.g., chime),and/or a tactile message (e.g., vibration).

Referring now to FIG. 2, a functional block diagram of an example enginecontrol system is presented. An example implementation of the ECM 114includes a driver torque module 202, an axle torque arbitration module204, and a propulsion torque arbitration module 206. The ECM 114 mayinclude a hybrid optimization module 208. The ECM 114 also includes areserves/loads module 220, a torque requesting module 224, an aircontrol module 228, a spark control module 232, a cylinder controlmodule 236, and a fuel control module 240.

The driver torque module 202 may determine a driver torque request 254based on a driver input 255 from the driver input module 104. The driverinput 255 may be based on, for example, a position of an acceleratorpedal and a position of a brake pedal. The driver input 255 may also bebased on cruise control, which may be an adaptive cruise control systemthat varies vehicle speed to maintain a predetermined followingdistance. The driver torque module 202 may store one or more mappings ofaccelerator pedal position to target torque and may determine the drivertorque request 254 based on a selected one of the mappings.

An axle torque arbitration module 204 arbitrates between the drivertorque request 254 and other axle torque requests 256. Axle torque(torque at the wheels) may be produced by various sources including anengine and/or an electric motor. For example, the axle torque requests256 may include a torque reduction requested by a traction controlsystem when positive wheel slip is detected. Positive wheel slip occurswhen axle torque overcomes friction between the wheels and the roadsurface, and the wheels begin to slip against the road surface. The axletorque requests 256 may also include a torque increase request tocounteract negative wheel slip, where a tire of the vehicle slips in theother direction with respect to the road surface because the axle torqueis negative.

The axle torque requests 256 may also include brake management requestsand vehicle over-speed torque requests. Brake management requests mayreduce axle torque to ensure that the axle torque does not exceed theability of the brakes to hold the vehicle when the vehicle is stopped.Vehicle over-speed torque requests may reduce the axle torque to preventthe vehicle from exceeding a predetermined speed. The axle torquerequests 256 may also be generated by vehicle stability control systems.

The axle torque arbitration module 204 outputs a predicted torquerequest 257 and an immediate torque request 258 based on the results ofarbitrating between the received torque requests 254 and 256. Asdescribed below, the predicted and immediate torque requests 257 and 258from the axle torque arbitration module 204 may selectively be adjustedby other modules of the ECM 114 before being used to control the engineactuators.

In general terms, the immediate torque request 258 may be an amount ofcurrently desired axle torque, while the predicted torque request 257may be an amount of axle torque that may be needed on short notice. TheECM 114 controls the engine system 100 to produce an axle torque equalto the immediate torque request 258. However, different combinations oftarget values may result in the same axle torque. The ECM 114 maytherefore adjust the target values to enable a faster transition to thepredicted torque request 257, while still maintaining the axle torque atthe immediate torque request 258.

In various implementations, the predicted torque request 257 may be setbased on the driver torque request 254. The immediate torque request 258may be set to less than the predicted torque request 257 under somecircumstances, such as when the driver torque request 254 is causingwheel slip on an icy surface. In such a case, a traction control system(not shown) may request a reduction via the immediate torque request258, and the ECM 114 reduces the engine torque output to the immediatetorque request 258. However, the ECM 114 performs the reduction so theengine system 100 can quickly resume producing the predicted torquerequest 257 once the wheel slip stops.

In general terms, the difference between the immediate torque request258 and the (generally higher) predicted torque request 257 can bereferred to as a torque reserve. The torque reserve may represent theamount of additional torque (above the immediate torque request 258)that the engine system 100 can begin to produce with minimal delay. Fastengine actuators are used to increase or decrease current axle torquewith minimal delay. Fast engine actuators are defined in contrast withslow engine actuators.

In general terms, fast engine actuators can change the axle torque morequickly than slow engine actuators. Slow actuators may respond moreslowly to changes in their respective target values than fast actuatorsdo. For example, a slow actuator may include mechanical components thatrequire time to move from one position to another in response to achange in target value. A slow actuator may also be characterized by theamount of time it takes for the axle torque to begin to change once theslow actuator begins to implement the changed target value. Generally,this amount of time will be longer for slow actuators than for fastactuators. In addition, even after beginning to change, the axle torquemay take longer to fully respond to a change in a slow actuator.

For example only, the spark actuator module 126 may be a fast actuator.Spark-ignition engines may combust fuels including, for example,gasoline and ethanol, by applying a spark. By way of contrast, thethrottle actuator module 116 may be a slow actuator.

For example, as described above, the spark actuator module 126 can varythe spark timing for a next firing event when the spark timing ischanged between a last firing event and the next firing event. By way ofcontrast, changes in throttle opening take longer to affect engineoutput torque. The throttle actuator module 116 changes the throttleopening by adjusting the angle of the blade of the throttle valve 112.Therefore, when the target value for opening of the throttle valve 112is changed, there is a mechanical delay as the throttle valve 112 movesfrom its previous position to a new position in response to the change.In addition, air flow changes based on the throttle opening are subjectto air transport delays in the intake manifold 110. Further, increasedair flow in the intake manifold 110 is not realized as an increase inengine output torque until the cylinder 118 receives additional air inthe next intake stroke, compresses the additional air, and commences thecombustion stroke.

Using these actuators as an example, a torque reserve can be created bysetting the throttle opening to a value that would allow the engine 102to produce the predicted torque request 257. Meanwhile, the spark timingcan be set based on the immediate torque request 258, which is less thanthe predicted torque request 257. Although the throttle openinggenerates enough air flow for the engine 102 to produce the predictedtorque request 257, the spark timing is retarded (which reduces torque)based on the immediate torque request 258. The engine output torque willtherefore be equal to the immediate torque request 258.

When additional torque is needed, the spark timing can be set based onthe predicted torque request 257 or a torque between the predicted andimmediate torque requests 257 and 258. By the following firing event,the spark actuator module 126 may return the spark timing to an optimumvalue, which allows the engine 102 to produce the full engine outputtorque achievable with the air flow already present. The engine outputtorque may therefore be quickly increased to the predicted torquerequest 257 without experiencing delays from changing the throttleopening.

The axle torque arbitration module 204 may output the predicted torquerequest 257 and the immediate torque request 258 to a propulsion torquearbitration module 206. In various implementations, the axle torquearbitration module 204 may output the predicted and immediate torquerequests 257 and 258 to the hybrid optimization module 208.

The hybrid optimization module 208 may determine how much torque shouldbe produced by the engine 102 and how much torque should be produced bythe electric motor 198. The hybrid optimization module 208 then outputsmodified predicted and immediate torque requests 259 and 260,respectively, to the propulsion torque arbitration module 206. Invarious implementations, the hybrid optimization module 208 may beimplemented in the hybrid control module 196.

The predicted and immediate torque requests received by the propulsiontorque arbitration module 206 are converted from an axle torque domain(torque at the wheels) into a propulsion torque domain (torque at thecrankshaft). This conversion may occur before, after, as part of, or inplace of the hybrid optimization module 208.

The propulsion torque arbitration module 206 arbitrates betweenpropulsion torque requests 290, including the converted predicted andimmediate torque requests. The propulsion torque arbitration module 206generates an arbitrated predicted torque request 261 and an arbitratedimmediate torque request 262. The arbitrated torque requests 261 and 262may be generated by selecting a winning request from among receivedtorque requests. Alternatively or additionally, the arbitrated torquerequests may be generated by modifying one of the received requestsbased on another one or more of the received torque requests.

For example, the propulsion torque requests 290 may include torquereductions for engine over-speed protection, torque increases for stallprevention, and torque reductions requested by the transmission controlmodule 194 to accommodate gear shifts. The propulsion torque requests290 may also result from clutch fuel cutoff, which reduces the engineoutput torque when the driver depresses the clutch pedal in a manualtransmission vehicle to prevent a flare in engine speed.

The propulsion torque requests 290 may also include an engine shutoffrequest, which may be initiated when a critical fault is detected. Forexample only, critical faults may include detection of vehicle theft, astuck starter motor, electronic throttle control problems, andunexpected torque increases. In various implementations, when an engineshutoff request is present, arbitration selects the engine shutoffrequest as the winning request. When the engine shutoff request ispresent, the propulsion torque arbitration module 206 may output zero asthe arbitrated predicted and immediate torque requests 261 and 262.

In various implementations, an engine shutoff request may simply shutdown the engine 102 separately from the arbitration process. Thepropulsion torque arbitration module 206 may still receive the engineshutoff request so that, for example, appropriate data can be fed backto other torque requestors. For example, all other torque requestors maybe informed that they have lost arbitration.

The reserves/loads module 220 receives the arbitrated predicted andimmediate torque requests 261 and 262. The reserves/loads module 220 mayadjust the arbitrated predicted and immediate torque requests 261 and262 to create a torque reserve and/or to compensate for one or moreloads. The reserves/loads module 220 then outputs adjusted predicted andimmediate torque requests 263 and 264 to the torque requesting module224.

For example only, a catalyst light-off process or a cold start emissionsreduction process may require retarded spark timing. The reserves/loadsmodule 220 may therefore increase the adjusted predicted torque request263 above the adjusted immediate torque request 264 to create retardedspark for the cold start emissions reduction process. In anotherexample, the air/fuel ratio of the engine and/or the mass air flow maybe directly varied, such as by diagnostic intrusive equivalence ratiotesting and/or new engine purging. Before beginning these processes, atorque reserve may be created or increased to quickly offset decreasesin engine output torque that result from leaning the air/fuel mixtureduring these processes.

The reserves/loads module 220 may also create or increase a torquereserve in anticipation of a future load, such as power steering pumpoperation or engagement of an air conditioning (A/C) compressor clutch.The reserve for engagement of the A/C compressor clutch may be createdwhen the driver first requests air conditioning. The reserves/loadsmodule 220 may increase the adjusted predicted torque request 263 whileleaving the adjusted immediate torque request 264 unchanged to producethe torque reserve. Then, when the A/C compressor clutch engages, thereserves/loads module 220 may increase the adjusted immediate torquerequest 264 by the estimated load of the A/C compressor clutch.

The torque requesting module 224 receives the adjusted predicted andimmediate torque requests 263 and 264. The torque requesting module 224determines how the adjusted predicted and immediate torque requests 263and 264 will be achieved. The torque requesting module 224 may be enginetype specific. For example, the torque requesting module 224 may beimplemented differently or use different control schemes forspark-ignition engines versus compression-ignition engines.

In various implementations, the torque requesting module 224 may definea boundary between modules that are common across all engine types andmodules that are engine type specific. For example, engine types mayinclude spark-ignition and compression-ignition. Modules prior to thetorque requesting module 224, such as the propulsion torque arbitrationmodule 206, may be common across engine types, while the torquerequesting module 224 and subsequent modules may be engine typespecific.

The torque requesting module 224 determines an air torque request 265based on the adjusted predicted and immediate torque requests 263 and264. The air torque request 265 may be a brake torque. Brake torque mayrefer to torque at the crankshaft under the current operatingconditions.

Target values for airflow controlling engine actuators are determinedbased on the air torque request 265. More specifically, based on the airtorque request 265, the air control module 228 determines a targetwastegate opening area 266, a target throttle opening area 267, a targetEGR opening area 268, a target intake cam phaser angle 269, and a targetexhaust cam phaser angle 270. The air control module 228 determines thetarget wastegate opening area 266, the target throttle opening area 267,the target EGR opening area 268, the target intake cam phaser angle 269,and the target exhaust cam phaser angle 270 using model predictivecontrol, as discussed further below.

The boost actuator module 164 controls the wastegate 162 to achieve thetarget wastegate opening area 266. For example, a first conversionmodule 272 may convert the target wastegate opening area 266 into atarget duty cycle 274 to be applied to the wastegate 162, and the boostactuator module 164 may apply a signal to the wastegate 162 based on thetarget duty cycle 274. In various implementations, the first conversionmodule 272 may convert the target wastegate opening area 266 into atarget wastegate position (not shown), and convert the target wastegateposition into the target duty cycle 274.

The throttle actuator module 116 controls the throttle valve 112 toachieve the target throttle opening area 267. For example, a secondconversion module 276 may convert the target throttle opening area 267into a target duty cycle 278 to be applied to the throttle valve 112,and the throttle actuator module 116 may apply a signal to the throttlevalve 112 based on the target duty cycle 278. In variousimplementations, the second conversion module 276 may convert the targetthrottle opening area 267 into a target throttle position (not shown),and convert the target throttle position into the target duty cycle 278.

The EGR actuator module 172 controls the EGR valve 170 to achieve thetarget EGR opening area 268. For example, a third conversion module 280may convert the target EGR opening area 268 into a target duty cycle 282to be applied to the EGR valve 170, and the EGR actuator module 172 mayapply a signal to the EGR valve 170 based on the target duty cycle 282.In various implementations, the third conversion module 280 may convertthe target EGR opening area 268 into a target EGR position (not shown),and convert the target EGR position into the target duty cycle 282.

The phaser actuator module 158 controls the intake cam phaser 148 toachieve the target intake cam phaser angle 269. The phaser actuatormodule 158 also controls the exhaust cam phaser 150 to achieve thetarget exhaust cam phaser angle 270. In various implementations, afourth conversion module (not shown) may be included and may convert thetarget intake and exhaust cam phaser angles into target intake andexhaust duty cycles, respectively. The phaser actuator module 158 mayapply the target intake and exhaust duty cycles to the intake andexhaust cam phasers 148 and 150, respectively. In variousimplementations, the air control module 228 may determine a targetoverlap factor and a target effective displacement, and the phaseractuator module 158 may control the intake and exhaust cam phasers 148and 150 to achieve the target overlap factor and the target effectivedisplacement.

The torque requesting module 224 may also generate a spark torquerequest 283, a cylinder shut-off torque request 284, and a fuel torquerequest 285 based on the predicted and immediate torque requests 263 and264. The spark control module 232 may determine how much to retard thespark timing (which reduces engine output torque) from an optimum sparktiming based on the spark torque request 283. For example only, a torquerelationship may be inverted to solve for a target spark timing 286. Fora given torque request. (T_(Req)), the target spark timing (S_(T)) 286may be determined based on:S _(T) =f ⁻¹ (T _(Req), APC, I, E, AF, OT, #),  (1)where APC is an APC, I is an intake valve phasing value, E is an exhaustvalve phasing value, AF is an air/fuel ratio, OT is an oil temperature,and # is a number of activated cylinders. This relationship may beembodied as an equation and/or as a lookup table. The air/fuel ratio(AF) may be the actual air/fuel ratio, as reported by the fuel controlmodule 240.

When the spark timing is set to the optimum spark timing, the resultingtorque may be as close to a maximum best torque (MBT) as possible. MBTrefers to the maximum engine output torque that is generated for a givenair flow as spark timing is advanced, while using fuel having an octanerating greater than a predetermined octane rating and usingstoichiometric fueling. The spark timing at which this maximum torqueoccurs is referred to as an MBT spark timing. The optimum spark timingmay differ slightly from MBT spark timing because of, for example, fuelquality (such as when lower octane fuel is used) and environmentalfactors, such as ambient humidity and temperature. The engine outputtorque at the optimum spark timing may therefore be less than MBT. Forexample only, a table of optimum spark timings corresponding todifferent engine operating conditions may be determined during acalibration phase of vehicle design, and the optimum value is determinedfrom the table based on current engine operating conditions.

The cylinder shut-off torque request 284 may be used by the cylindercontrol module 236 to determine a target number of cylinders todeactivate 287. In various implementations, a target number of cylindersto activate may be used. The cylinder actuator module 120 selectivelyactivates and deactivates the valves of cylinders based on the targetnumber 287.

The cylinder control module 236 may also instruct the fuel controlmodule 240 to stop providing fuel for deactivated cylinders and mayinstruct the spark control module 232 to stop providing spark fordeactivated cylinders. The spark control module 232 may stop providingspark to a cylinder once an fuel/air mixture that is already present inthe cylinder has been combusted.

The fuel control module 240 may vary the amount of fuel provided to eachcylinder based on the fuel torque request 285. More specifically, thefuel control module 240 may generate target fueling parameters 288 basedon the fuel torque request 285. The target fueling parameters 288 mayinclude, for example, target mass of fuel, target injection startingtiming, and target number of fuel injections.

During normal operation, the fuel control module 240 may operate in anair lead mode in which the fuel control module 240 attempts to maintaina stoichiometric air/fuel ratio by controlling fueling based on airflow. For example, the fuel control module 240 may determine a targetfuel mass that will yield stoichiometric combustion when combined with apresent mass of air per cylinder (APC).

FIG. 3 is a functional block diagram of an example implementation of theair control module 228. Referring now to FIGS. 2 and 3, as discussedabove, the air torque request 265 may be a brake torque. A torqueconversion module 304 converts the air torque request 265 from braketorque into base torque. The torque request resulting from conversioninto base torque will be referred to as a base air torque request 308.

Base torques may refer to torque at the crankshaft made during operationof the engine 102 on a dynamometer while the engine 102 is warm and notorque loads are imposed on the engine 102 by accessories, such as analternator and the A/C compressor. The torque conversion module 304 mayconvert the air torque request 265 into the base air torque request 308,for example, using a mapping or a function that relates brake torques tobase torques. In various implementations, the torque conversion module304 may convert the air torque request 265 into another suitable type oftorque, such as an indicated torque. An indicated torque may refer to atorque at the crankshaft attributable to work produced via combustionwithin the cylinders.

An MPC module 312 generates the target values 266-270 using MPC (ModelPredictive Control). The MPC module 312 may be a single module orcomprise multiple modules. For example, the MPC module 312 may include asequence determination module 316. The sequence determination module 316determines possible sequences of the target values 266-270 that could beused together during N future control loops. Each of the possiblesequences identified by the sequence determination module 316 includesone sequence of N values for each of the target values 266-270. In otherwords, each possible sequence includes a sequence of N values for thetarget wastegate opening area 266, a sequence of N values for the targetthrottle opening area 267, a sequence of N values for the target EGRopening area 268, a sequence of N values for the target intake camphaser angle 269, and a sequence of N values for the target exhaust camphaser angle 270. Each of the N values are for a corresponding one ofthe N future control loops. N is an integer greater than or equal toone.

A prediction module 323 determines predicted responses of the engine 102to the possible sequences of the target values 266-270, respectively,based on a mathematical model 324 of the engine 102, exogenous inputs328, and feedback inputs 330. More specifically, based on a possiblesequence of the target values 266-270, the exogenous inputs 328, and thefeedback inputs 330, using the model 324, the prediction module 323generates a sequence of predicted torques of the engine 102 for the Ncontrol loops, a sequence of predicted APCs for the N control loops, asequence of predicted amounts of external dilution for the N controlloops, a sequence of predicted amounts of residual dilution for the Ncontrol loops, a sequence of predicted combustion phasing values for theN control loops, and a sequence of predicted combustion quality valuesfor the N control loops. While an example of generating predictedtorque, predicted APC, predicted external dilution, predicted residualdilution, predicted combustion phasing, and predicted combustion qualityis described, the predicted parameters may include one or more otherpredicted engine operating parameters.

The model 324 may include, for example, a function or a mappingcalibrated based on characteristics of the engine 102. Dilution mayrefer to an amount of exhaust from a prior combustion event trappedwithin a cylinder for a combustion event. External dilution may refer toexhaust provided for a combustion event via the EGR valve 170. Residualdilution may refer to exhaust that remains in a cylinder and/or exhaustthat is pushed back into the cylinder following the exhaust stroke of acombustion cycle. Residual dilution may also be referred to as internaldilution.

Combustion phasing may refer to a crankshaft position where apredetermined amount of fuel injected is combusted within a cylinderrelative to a predetermined crankshaft position for combustion of thepredetermined amount of injected fuel. For example, combustion phasingmay be expressed in terms of CA50 relative to a predetermined CA50. CA50may refer to a crankshaft angle (CA) where 50 percent of a mass ofinjected fuel has been combusted within a cylinder. The predeterminedCA50 may correspond to a CA50 where a maximum amount of work is producedfrom the fuel injected and may be approximately 8.5-approximately 10degrees after TDC (top dead center) in various implementations. Whilecombustion phasing will be discussed in terms of CA50 values, anothersuitable parameter indicative of combustion phasing may be used.Additionally, while combustion quality will be discussed as coefficientof variation (COV) of indicated mean effective pressure (IMEP) values,another suitable parameter indicative of combustion quality may be used.

The exogenous inputs 328 may include parameters that are not directlyaffected by the throttle valve 112, the EGR valve 170, the turbocharger,the intake cam phaser 148, and the exhaust cam phaser 150. For example,the exogenous inputs 328 may include engine speed, turbocharger inletair pressure, IAT, and/or one or more other parameters. The feedbackinputs 330 may include, for example, an estimated torque output of theengine 102, an exhaust pressure downstream of the turbine 160-1 of theturbocharger, the IAT, an APC of the engine 102, an estimated residualdilution, an estimated external dilution, and/or one or more othersuitable parameters. The feedback inputs 330 may be measured usingsensors (e.g., the IAT) and/or estimated based on one or more otherparameters.

A cost module 332 determines a cost value for each of the possiblesequences of the target values 266-270 based on the predicted parametersdetermined for a possible sequence and reference values 356. An examplecost determination is discussed further below.

A selection module 344 selects one of the possible sequences of thetarget values 266-270 based on the costs of the possible sequences,respectively. For example, the selection module 344 may select the oneof the possible sequences having the lowest cost while satisfyingactuator constraints 348 and output constraints 352.

In various implementations, satisfaction of the actuator constraints 348and the output constraints may be considered in the cost determination.In other words, the cost module 332 may determine the cost valuesfurther based on the actuator constraints 348 and the output constraints352. As discussed further below, based on how the cost values aredetermined, the selection module 344 will select the one of the possiblesequences that best achieves the base air torque request 308 whileminimizing fuel consumption, subject to the actuator constraints 348 andthe output constraints 352.

The selection module 344 may set the target values 266-270 to the firstones of the N values of the selected possible sequence, respectively. Inother words, the selection module 344 may set the target wastegateopening area 266 to the first one of the N values in the sequence of Nvalues for the target wastegate opening area 266, set the targetthrottle opening area 267 to the first one of the N values in thesequence of N values for the target throttle opening area 267, set thetarget EGR opening area 268 to the first one of the N values in thesequence of N values for the target EGR opening area 268, set the targetintake cam phaser angle 269 to the first one of the N values in thesequence of N values for the target intake cam phaser angle 269, and setthe target exhaust cam phaser angle 270 to the first one of the N valuesin the sequence of N values for the target exhaust cam phaser angle 270.

During a next control loop, the MPC module 312 identifies possiblesequences, generates the predicted parameters for the possiblesequences, determines the cost of each of the possible sequences,selects of one of the possible sequences, and sets of the target values266-270 to the first set of the target values 266-270 in the selectedpossible sequence. This process continues for each control loop.

An actuator constraint module 360 (see FIG. 2) sets the actuatorconstraints 348 for each of the target values 266-270. In other words,the actuator constraint module 360 sets actuator constraints for thethrottle valve 112, actuator constraints for the EGR valve 170, actuatorconstraints for the wastegate 162, actuator constraints for the intakecam phaser 148, and actuator constraints for the exhaust cam phaser 150.

The actuator constraints 348 for each one of the target values 266-270may include a maximum value for an associated target value and a minimumvalue for that target value. In addition, the actuator constraints 248may include a rate of change constraint for an associated target value.The actuator constraint module 360 may generally set the actuatorconstraints 348 to predetermined operational ranges for the associatedactuators. More specifically, the actuator constraint module 360 maygenerally set the actuator constraints 348 to predetermined operationalranges for the throttle valve 112, the EGR valve 170, the wastegate 162,the intake cam phaser 148, and the exhaust cam phaser 150, respectively.

However, the actuator constraint module 360 may selectively adjust oneor more of the actuator constraints 348 under some circumstances. Forexample, the actuator constraint module 360 may adjust the actuatorconstraints for a given actuator to narrow the operational range forthat engine actuator when a fault is diagnosed in that engine actuator.For another example only, the actuator constraint module 360 may adjustthe actuator constraints such that the target value for a given actuatorfollows a predetermined schedule over time or changes by a predeterminedamount, for example, for a fault diagnostic, such as a cam phaser faultdiagnostic, a throttle diagnostic, an EGR diagnostic, etc. For a targetvalue to follow a predetermined schedule over time or to change by apredetermined amount, the actuator constraint module 360 may set theminimum and maximum values to the same value. The minimum and maximumvalues being set to the same value may force the corresponding targetvalue to be set to the same value as the minimum and maximum values. Theactuator constraint module 360 may vary the same value to which theminimum and maximum values are set over time to cause the target valueto follow a predetermined schedule.

An output constraint module 364 (see FIG. 2) sets the output constraints352 for the predicted torque output of the engine 102, the predictedCA50, the predicted COV of IMEP, the predicted residual dilution, andthe predicted external dilution. The output constraints 352 for each oneof the predicted values may include a maximum value for an associatedpredicted parameter and a minimum value for that predicted parameter.For example, the output constraints 352 may include a minimum torque, amaximum torque, a minimum CA50 and a maximum CA50, a minimum COV of IMEPand a maximum COV of IMEP, a minimum residual dilution and a maximumresidual dilution, and a minimum external dilution and a maximumexternal dilution.

The output constraint module 364 may generally set the outputconstraints 352 to predetermined ranges for the associated predictedparameters, respectively. However, the output constraint module 364 mayvary one or more of the output constraints 352 under some circumstances.For example, the output constraint module 364 may retard the maximumCA50, such as when knock occurs within the engine 102. For anotherexample, the output constraint module 364 may increase the maximum COVof IMEP under low load conditions, such as during engine idling wherethe a higher COV of IMEP may be needed to achieve a given torquerequest.

A reference module 368 (see FIG. 2) generates the reference values 356for the target values 266-270, respectively. The reference values 356include a reference for each of the target values 266-270. In otherwords, the reference values 356 include a reference wastegate openingarea, a reference throttle opening area, a reference EGR opening area, areference intake cam phaser angle, and a reference exhaust cam phaserangle.

The reference module 368 may determine the reference values 356, forexample, based on the air torque request 265 and/or the base air torquerequest 308. The reference values 356 provide references for setting thetarget values 266-270, respectively. The reference values 356 may beused to determine the cost values for possible sequences, as discussedfurther below. The reference values 356 may also be used for one or moreother reasons, such as by the sequence determination module 316 todetermine possible sequences.

Instead of or in addition to generating sequences of possible targetvalues and determining the cost of each of the sequences, the MPC module312 may identify a sequence of possible target values having the lowestcost using convex optimization techniques. For example, the MPC module312 may determine the target values 266-270 using a quadraticprogramming (QP) solver, such as a Dantzig QP solver. In anotherexample, the MPC module 312 may generate a surface of cost values forthe possible sequences of the target values 266-270 and, based on theslope of the cost surface, identify a sequence of possible target valueshaving the lowest cost. The MPC module 312 may then test that sequenceof possible target values to determine whether that sequence of possibletarget values satisfies the actuator constraints 348 and the outputconstraints 352. If so, the MPC module 312 may set the target values266-270 to the first ones of the N values of that selected possiblesequence, respectively, as discussed above.

If the actuator constraints 348 and/or the output constraints 352 arenot satisfied, the MPC module 312 selects another sequence of possibletarget values with a next lowest cost and tests that sequence ofpossible target values for satisfaction of the actuator constraints 348and the output constraints 352. The process of selecting a sequence andtesting the sequence for satisfaction of the actuator constraints 348and the output constraints 352 may be referred to as an iteration.Multiple iterations may be performed during each control loop.

The MPC module 312 performs iterations until a sequence with the lowestcost that satisfies the actuator constraints 348 and the outputconstraints 352 is identified. In this manner, the MPC module 312selects the sequence of possible target values having the lowest costwhile satisfying the actuator constraints 348 and the output constraints352. If a sequence cannot be identified, the MPC module 312 may indicatethat no solution is available.

The cost module 332 may determine the cost for the possible sequences ofthe target values 266-270 based on relationships between: the predictedtorque and the base air torque request 308; the predicted APC and apredetermined minimum APC; the possible target values and the respectiveactuator constraints 348; the other predicted parameters and therespective output constraints 352; and the possible target values andthe respective reference values 356. The relationships may be weighted,for example, to control the effect that each of the relationships has onthe cost.

For example only, the cost module 332 may determine the cost for apossible sequence of the target values 266-270 based on the followingrelationship:Cost=Σ_(i=1)^(N)ρε²+∥wT*(TP_(i)−BATR)∥²+∥wA*(APCP_(i)−MinAPC)∥²+∥wTV*(PTTOi−TORef)∥²+∥wWG*(PTWGOi−EGORef)∥²+∥wEGR*(PTEGROi−EGRORef)∥²+∥wIP*(PTICPi−ICPRef)∥²+∥wEP*(PTECPi−ECPRef)∥²,subject to the actuator constraints 348 and the output constraints 352.Cost is the cost for the possible sequence of the target values 266-270,TPi is the predicted torque of the engine 102 for an i-th one of the Ncontrol loops, BATR is the base air torque request 308, and wT is aweighting value associated with the relationship between the predictedtorque and the base air torque request 308. APCPi is a predicted APC forthe i-th one of the N control loops, MinAPC is the predetermined minimumAPC, and wA is a weighting value associated with the relationshipbetween the predicted APC and the predetermined minimum APC.

PTTOi is a possible target throttle opening for the i-th one of the Ncontrol loops, TORef is the reference throttle opening, and wTV is aweighting value associated with the relationship between the possibletarget throttle openings and the reference throttle opening. PTWGOi is apossible target wastegate opening for the i-th one of the N controlloops, WGORef is the reference wastegate opening, and wWG is a weightingvalue associated with the relationship between the possible targetwastegate openings and the reference wastegate opening.

PTEGROi is a possible target EGR opening for the i-th one of the Ncontrol loops, EGRRef is the reference EGR opening, and wEGR is aweighting value associated with the relationship between the possibletarget EGR openings and the reference EGR opening. PTICi is a possibletarget intake cam phaser angle for the i-th one of the N control loops,ICPRef is the reference intake cam phaser angle, and wIP is a weightingvalue associated with the relationship between the possible targetintake cam phaser angle and the reference intake cam phaser angle. PTECiis a possible target exhaust cam phaser angle for the i-th one of the Ncontrol loops, ECPRef is the reference exhaust cam phaser angle, and wEPis a weighting value associated with the relationship between thepossible target exhaust cam phaser angle and the reference exhaust camphaser angle.

ρ is a weighting value associated with satisfaction of the outputconstraints 352. ε is a variable that the cost module 332 may set basedon whether the output constraints 352 will be satisfied. For example,the cost module 332 may increase ε when a predicted parameter is greaterthan or less than the corresponding minimum or maximum value (e.g., byat least a predetermined amount). The cost module 332 may set ε to zerowhen all of the output constraints 352 are satisfied. ρ may be greaterthan the weighting value wT, the weighting value wA, and the otherweighting values (wTV, wWG, wEGR, wIP, wEP) such that the costdetermined for a possible sequence will be large if one or more of theoutput constraints 352 are not satisfied. This may help preventselection of a possible sequence where one or more of the outputconstraints 352 are not satisfied.

The weighting value wT may be greater than the weighting value wA andthe weighting values wTV, wWG, wEGR, wIP, and wEP. In this manner, therelationship between the relationship between the predicted enginetorque and the base air torque request 308 have a larger effect on thecost and, therefore, the selection of one of the possible sequences asdiscussed further below. The cost increases as the difference betweenthe predicted engine torque and the base air torque request 308increases and vice versa.

The weighting value wA may be less than the weighting value wT andgreater than the weighting values wTV, wWG, wEGR, wIP, and wEP. In thismanner, the relationship between the predicted APC and zero has a largeeffect on the cost, but less than the relationship between the predictedengine torque and the base air torque request 308. The cost increases asthe difference between the predicted APC and the predetermined minimumAPC increases and vice versa. For example only, the predeterminedminimum APC may be zero or another suitable value.

Determining the cost based on the difference between the predicted APCand the predetermined minimum APC helps ensure that the APC will beminimized. Decreasing APC decreases fuel consumption as fueling iscontrolled based on the actual APC to achieve a target air/fuel mixture.As the selection module 344 may select the one of the possible sequenceshaving the lowest cost, the selection module 344 may select the one ofthe possible sequences that best achieves the base air torque request308 while minimizing APC. While the example of minimizing APC isdiscussed, in various implementations, an efficiency parameter may bepredicted and maximized. For example, the efficiency parameter may bepredicted torque divided by predicted APC or a predicted fuelconsumption.

The weighting values wTV, wWG, wEGR, wIP, and wEP may be less than allof the other weighting values. In this manner, during steady-stateoperation, the target values 266-270 may settle near or at the referencevalues 356, respectively. During transient operation, however, the MPCmodule 312 may adjust the target values 266-270 away from the referencevalues 356 in order to achieve the base air torque request 308, whileminimizing the APC and satisfying the actuator constraints 348 and theoutput constraints 352.

Referring now to FIG. 4, an example method of controlling the throttlevalve 112, the intake cam phaser 148, the exhaust cam phaser 150, thewastegate 162 (and therefore the turbocharger), and the EGR valve 170using MPC (model predictive control) begins at 402. At 404, the torquerequesting module 224 determines the air torque request 265 based on theadjusted predicted and immediate torque requests 263 and 264.

At 408, the torque conversion module 304 converts the air torque request265 into the base air torque request 308 or into another suitable typeof torque for use by the MPC module 312. At 408, the sequencedetermination module 316 determines possible sequences of the targetvalues 266-270 based on the base air torque request 308.

At 410, the prediction module 323 determines the predicted parametersfor each of the possible sequences of target values. The predictionmodule 323 determines the predicted parameters for the possiblesequences based on the model 324 of the engine 102, the exogenous inputs328, and the feedback inputs 330. More specifically, based on a possiblesequence of the target values 266-270, the exogenous inputs 328, and thefeedback inputs 330, using the model 324, the prediction module 323generates a sequence of predicted torques of the engine 102 for the Ncontrol loops, a sequence of predicted APCs for the N control loops, asequence of predicted amounts of external dilution for the N controlloops, a sequence of predicted amounts of residual dilution for the Ncontrol loops, a sequence of predicted combustion phasing values for theN control loops, and a sequence of predicted combustion quality valuesfor the N control loops.

At 412, the cost module 332 determines the costs for the possiblesequences, respectively. For example only, the cost module 332 maydetermine the cost for a possible sequence of the target values 266-270based on the equationCost=Σ_(i=1)^(N)ρε²+∥wT*(TP_(i)−BATR)∥²+∥wA*(APCP_(i)−0)∥²+∥wTV*(PTTOi−TORef)∥²+∥wWG*(PTWGOi−EGORef)∥²+∥wEGR*(PTEGROi−EGRORef)∥²+∥wIP*(PTICPi−ICPRef)∥²+∥wEP*(PTECPi−ECPRef)∥²,subject to the actuator constraints 348 and the output constraints 352,as discussed above.

At 414, the selection module 344 selects one of the possible sequencesof the target values 266-270 based on the costs of the possiblesequences. For example, the selection module 344 may select the one ofthe possible sequences having the lowest cost. The selection module 344may therefore select the one of the possible sequences that bestachieves the base air torque request 308 while minimizing the APC.Instead of or in addition to determining possible sequences of thetarget values 230-244 at 408 and determining the cost of each of thesequences at 412, the MPC module 312 may identify a sequence of possibletarget values having the lowest cost using convex optimizationtechniques as discussed above.

At 416, the MPC module 312 determines whether the selected one of thepossible sequences satisfies the actuator constraints 348. If theselected one of the possible sequences satisfies the actuatorconstraints 348, the method continues at 418. Otherwise, the methodcontinues at 420, where the MPC module 312 selects the one of thepossible sequences with the next lowest cost. The method then returns to416. In this manner, the sequence with the lowest cost that satisfiesthe actuator constraints 348 is used.

At 418, the first conversion module 272 converts the target wastegateopening area 266 into the target duty cycle 274 to be applied to thewastegate 162, the second conversion module 276 converts the targetthrottle opening area 267 into the target duty cycle 278 to be appliedto the throttle valve 112. Also at 418, the third conversion module 280converts the target EGR opening area 268 into the target duty cycle 282to be applied to the EGR valve 170. Also at 418, the fourth conversionmodule converts the target intake and exhaust cam phaser angles 269 and270 into the target intake and exhaust duty cycles to be applied to theintake and exhaust cam phasers 148 and 150, respectively.

At 422, the throttle actuator module 116 controls the throttle valve 112to achieve the target throttle opening area 267, and the phaser actuatormodule 158 controls the intake and exhaust cam phasers 148 and 150 toachieve the target intake and exhaust cam phaser angles 269 and 270,respectively. For example, the throttle actuator module 116 may apply asignal to the throttle valve 112 at the target duty cycle 278 to achievethe target throttle opening area 267.

Also at 422, the EGR actuator module 172 controls the EGR valve 170 toachieve the target EGR opening area 268, and the boost actuator module164 controls the wastegate 162 to achieve the target wastegate openingarea 266. For example, the EGR actuator module 172 may apply a signal tothe EGR valve 170 at the target duty cycle 282 to achieve the target EGRopening area 268, and the boost actuator module 164 may apply a signalto the wastegate 162 at the target duty cycle 274 to achieve the targetwastegate opening area 266. While the method is shown ending at 424,FIG. 4 may illustrate one control loop, and control loops may beexecuted at a predetermined rate.

Referring back to FIG. 3, a remedial action module 380 may monitor theamount of time that elapses as the MPC module 312 performs iterationsand take one or more redial actions when the elapsed time is greaterthan a threshold. For example, the remedial action module 380 mayinstruct the MPC module 312 to suspend iterations when the elapsed timeof iterations started during the current control loop executed by theECM 114 is greater than or equal to a first period. The elapsed time ofiterations started during the current control loop may be referred to asthe current iteration time even though the iterations may be performedduring subsequent control loops. The first period may be predeterminedto allow sufficient time for the other tasks to complete before thecurrent control loop ends. For example, if the period of each controlloop executed by the ECM 114 is 25 milliseconds (ms) and the other tasksrequire 2 ms to complete, the first period may be set to 23 ms.

The other tasks are tasks that are not performed by the MPC module 312and may have a lower priority than the control loop executed by the MPCmodule 312. For example, the other tasks may include measuring theengine coolant temperature, measuring an exhaust gas temperature,determining a generator load, and/or determining an air conditionerload. The ECM 114 may assign a higher priority to a task with a fasterloop rate relative to a task with a slower loop rate. For example, atask with a loop rate of 25 ms may be assigned a higher priority than atask with a loop rate of 50 ms. In addition, the ECM 114 may assign ahigher priority to synchronous-based tasks relative to time-based tasks.The loop rate of a time-based task is known, while the loop rate of asynchronous-based task is unknown.

The remedial action module 380 may instruct the MPC module 312 to resumeiterations when the other tasks are complete. If the MPC module 312selects one of the possible sequences of the target values 266-270before the control loop executed by the ECM 114 ends, the remedialaction module 380 allows the MPC module 312 to set the target values266-270 to the first ones of the N values of the selected sequence.

When the current iteration time is greater than or equal to a secondperiod, the remedial action module 380 may instruct the MPC module 312to set the target values 266-270 for the current control loopindependent of the possible sequences of the target values 266-270 forthe iterations started during the current control loop. The secondperiod may be greater than the first period and/or equal to the periodof the control loop executed by the ECM 114. In one example, theremedial action module 380 may instruct the MPC module 312 to set thetarget values 266-270 to the respective ones of the reference values 356subject to the actuator constraints 348 and the output constraints. In asecond example, the remedial action module 380 may instruct the MPCmodule 312 to set the target values 266-270 to the first ones of the Nvalues of the possible sequence of the target values 266-270 selectedduring a previous control loop. In a third example, the remedial actionmodule 380 may instruct the MPC module 312 to set the target values266-270 to the second ones of the N values of the possible sequence ofthe target values 266-270 selected during the previous control loop.

In addition, when the current iteration time is greater than or equal tothe second period, the remedial action module 380 may instruct the MPCmodule 312 to refrain from starting a new set of iterations during thenext control loop. Then, if the MPC module 312 selects one of thepossible sequences of the target values 266-270, the MPC module 312 mayset the target values 266-270 for the next control loop equal to thefirst ones of the N values of the selected sequence. In other words, theMPC module 312 may set the target values 266-270 for the next controlloop based on iterations started during the current control loop whenthe current iteration time extends into the period allotted for the nextcontrol loop.

In this manner, the remedial action module 380 allows the MPC module 312to complete the iterations started during the current control loop. TheMPC module 312 may then restart iterations during the control loop afterthe next control loop. Allowing the MPC module 312 to complete theiterations started during the current control loop may reduce the amountof time required to complete iterations started during subsequentcontrol loops. In addition, the loop rate of the MPC module 312 may bedecreased relative to a worst-case loop rate for the longest expectediteration time.

When the current iteration time is greater than a third period, thesolution sought by the MPC module 312 may be infeasible or there may beanother fault in the MPC module 312. Thus, the remedial action module380 may diagnose a fault in the MPC module 312 and generate a faultsignal 384. In addition, the remedial action module 380 may reset andreinitialize the MPC module 312 by, for example, clearing memory in theMPC module 312. Further, the remedial action module 380 may activate theservice indicator 199 and/or set a diagnostic trouble code (DTC). Thethird period may be greater than the second period and may be equal tothe sum of the periods of two control loops executed by the ECM 114.Thus, the current iteration time may extend into the period allotted forthe control loop after the next control loop when the current iterationtime is greater than the third period.

When the fault signal 384 is generated, a backup module 388 may set thetarget values 266-270 to the reference values 356, respectively. Morespecifically, the backup module 388 may set the target wastegate openingarea 266 to the reference wastegate opening area, the target throttleopening area 267 to the reference throttle opening area, the target EGRopening area 268 to the reference EGR opening area, the target intakecam phaser angle 269 to the reference intake cam phaser angle, and thetarget exhaust cam phaser angle 270 to the reference exhaust cam phaserangle. In addition, the backup module 388 may limit changes in thetarget values 266-270 and/or limit the torque output of the engine 102by adjusting the target values 266-270 or by disabling certainactuators. For example, the backup module 388 may limit the torqueoutput of the engine 102 by fully opening the wastegate 162, closing thethrottle valve 112, retarding the intake and exhaust cam phasers 148 and150, disabling fuel delivery to one or more cylinders of the engine 102,and/or disabling spark in one or more cylinders of the engine 102. Thebackup module 388 may set the target values 266-270 to those set by theMPC module 312 when the fault signal 384 is not generated.

In various implementations, the period required to perform a singleiteration may be predetermined. In these implementations, the remedialaction module 380 may monitor the number of iterations that the MPCmodule 312 performs and multiply the number of iterations by thepredetermined iteration period to obtain the current iteration time.Alternatively, instead of comparing the current iteration time to afirst period, a second period, and a third period, the remedial actionmodule 380 may compare the number of iterations to a first value, asecond value, and a third value. The first value, the second value, andthe third value may be predetermined and/or may be determined bydividing the first period, the second period, and the third period bythe predetermined iteration period.

Referring now to FIG. 5, a method for managing a period of a controlloop executed by the MPC module 312 begins at 502. At 504, the remedialaction module 380 monitors the amount of time that elapses as the MPCmodule 312 completes iterations started during the current control loopexecuted by the ECM 114. As discussed above, the elapsed time may bereferred to as the current iteration time.

At 506, the remedial action module 380 determines whether the currentiteration time is greater than or equal to the first period. Asdiscussed above, the first period may be predetermined to allowsufficient time for other tasks to complete before the current controlloop ends. If the current iteration time is greater than or equal to thefirst period, the method continues at 508. Otherwise, the MPC module 312is operating normally. Thus, the method returns to 504 and the MPCmodule 312 continues to perform iterations until a solution is found. Ifthe MPC module 312 selects a sequence of possible target values whilethe current iteration time is less than the first period, the MPC module312 may command the next position for each engine actuator according tothe selected sequence.

At 508, the remedial action module 380 instructs the MPC module 312 tosuspend iterations. At 510, the remedial action module 380 determineswhether the other tasks are complete. As discussed above, the othertasks are tasks that are not performed by the MPC module 312 and mayhave a lower priority than the control loop executed by the MPC module312. If the other tasks are complete, the method continues at 512 wherethe MPC module 312 resumes iterations. Otherwise, the method returns to508 and the MPC module 312 continues to suspend iterations.

At 514, the remedial action module 380 determines whether the currentiteration time is greater than or equal to the second period. Asdiscussed above, the second period may be greater than the first periodand/or equal to the period of the control loop executed by the ECM 114.If the current iteration time is greater than or equal to the secondperiod, the method continues at 516. Otherwise, the method returns to512 and the MPC module 312 continues to perform iterations until asolution is obtained.

At 516, the remedial action module 380 instructs the MPC module 312 toset the target values 266-270 for the current control loop independentof the possible sequences of the target values 266-270 for theiterations started during the current control loop. In one example, theremedial action module 380 may instruct the MPC module 312 to set thetarget values 266-270 to the respective ones of the reference values 356subject to the actuator constraints 348 and the output constraints. In asecond example, the remedial action module 380 may instruct the MPCmodule 312 to set the target values 266-270 to the first ones of the Nvalues of the possible sequence of the target values 266-270 selectedduring a previous control loop. In a third example, the remedial actionmodule 380 may instruct the MPC module 312 to set the target values266-270 to the second ones of the N values of the possible sequence ofthe target values 266-270 selected during the previous control loop.

Also at 516, the remedial action module 380 may instruct the MPC module312 to refrain from starting a new set of iterations during the nextcontrol loop. Then, if the MPC module 312 selects one of the possiblesequences of the target values 266-270, the MPC module 312 may set thetarget values 266-270 for the next control loop equal to the first onesof the N values of the selected sequence. In other words, the MPC module312 may set the target values 266-270 for the next control loop based oniterations started during the current control loop when the currentiteration time extends into the period allotted for the next controlloop.

At 518, the remedial action module 380 determines whether the currentiteration time is greater than the third period. As discussed above, thethird period may be greater than the second period and may be equal tothe sum of the periods of two control loops executed by the ECM 114.Thus, the current iteration time may extend into the period allotted forthe control loop after the next control loop when the current iterationtime is greater than the third period. If the current iteration time isgreater than the third period, the method continues at 520. Otherwise,the method returns to 516 and the MPC module 312 continues to performiterations until a solution is obtained.

At 520, the remedial action module 380 may diagnose a fault in the MPCmodule 312 and generate a fault signal 384. Also at 520, the remedialaction module 380 may reset and reinitialize the MPC module 312 by, forexample, clearing memory in the MPC module 312. Also at 520, theremedial action module 380 may activate the service indicator 199 and/orset a diagnostic trouble code (DTC).

Referring now to FIG. 6, example scenarios associated with the method ofFIG. 5 are illustrated. The scenarios illustrated include a firstscenario 602, a second scenario 604, a third scenario 606, and a fourthscenario 608. The scenarios 602-608 are plotted with respect to anx-axis 610 that represents time.

In all of the scenarios 602-608, the ECM 114 executes a first controlloop from 612 to 614, the ECM 114 executes a second control loop from614 to 616, and the MPC module 312 starts a first set 618 of MPCiterations at 612. The time that elapses as the MPC module 312 completesthe first set 618 may be referred to as the current iteration time. Inthe first scenario 602, the MPC module 312 completes the first set 618at 620 when the MPC module 312 finds a solution. Thus, from 620 to 622,the ECM 114 performs other (non-MPC) tasks 624.

The ECM 114 completes the other tasks 624 before a first time 626. Theperiod from 612 to the first time 626 may be equal to the first perioddiscussed above. Since the MPC module 312 completes the first set 618 ofMPC iterations before the first time 626, the first scenario 602illustrates normal operation of the MPC module 312. In this regard, thefirst scenario 602 may correspond to the case in FIG. 5 where, at 506,the current iteration time is less than the first period.

At 614, the first control loop ends and the second control loop begins.Since the MPC module 312 completed the first set 618 during the firstcontrol loop, the MPC module 312 starts a second set 628 of MPCiterations at 614. In the first and second sets 618 and 628, each squarerepresents a single iteration.

In the second scenario 604, the MPC module 312 does not complete thefirst set 618 before the first time 626. In this regard, the secondscenario 604 may correspond to the case in FIG. 5 where, at 506, thecurrent iteration time is greater than or equal to the first period.Thus, at the first time 626, the MPC module 312 suspends the first set618 to allow the ECM 114 to complete the other tasks 624.

At 630, the ECM 114 completes the other tasks 624. Thus, the MPC module312 resumes the first set 618 of MPC iterations. The MPC module 312completes the first set 618 during the first control loop. Thus, at 614,the MPC module 312 starts the second set 628 of MPC iterations.

In the third scenario 606, the ECM 114 does not complete the other tasks624 until 614, at which point the MPC module 312 resumes the first set618. Thus, the MPC module 312 does not complete the first set 618 duringthe first control loop. In this regard, the second scenario maycorrespond to the case in FIG. 5 where, at 514, the current iterationtime is greater than or equal to the second period.

Since the MPC module 312 did not complete the first set 618 during thefirst control loop, the MPC module 312 does not start the second set 628at 614. In addition, the MPC module 312 sets the target values for thefirst control loop independent of the sequence of possible target valuesselected upon completion of the first set 618. For example, the MPCmodule 312 may set the target values for the first control loop to thetarget values set in the last control loop. At 632, the MPC module 312completes the first set 618 and selects a sequence of possible targetvalues. In turn, the MPC module 312 may set the target values for thesecond control loop to the first ones of the selected sequence ofpossible target values.

In the fourth scenario 608, the MPC module 312 does not complete thefirst set 618 before a second time 634. The period from 614 to thesecond time 634 may be equal to the first period. Thus, at the secondtime 634, the MPC module 312 suspends the first set 618 to allow the ECM114 to complete the other tasks 624.

At 616, the ECM 114 completes the other tasks, at which point the MPCmodule 312 resumes the first set 618 of MPC iterations. Thus, the MPCmodule 312 does not complete the first set 618 during the second controlloop. In this regard, the fourth scenario 608 may correspond to the casein FIG. 5 where, at 518, the current iteration time is greater than orequal to the third period. Thus, at 616, the remedial action module 380may diagnose a fault in the MPC module 312, reset and reinitialize theMPC module 312, and/or activate the service indicator 199.Alternatively, the remedial action module 380 may not perform theseactions until the ECM 114 completes a predetermined number of controlloops greater than two.

The foregoing description is merely illustrative in nature and is in noway intended to limit the disclosure, its application, or uses. Thebroad teachings of the disclosure can be implemented in a variety offorms. Therefore, while this disclosure includes particular examples,the true scope of the disclosure should not be so limited since othermodifications will become apparent upon a study of the drawings, thespecification, and the following claims. As used herein, the phrase atleast one of A, B, and C should be construed to mean a logical (A or Bor C), using a non-exclusive logical OR. It should be understood thatone or more steps within a method may be executed in different order (orconcurrently) without altering the principles of the present disclosure.

In this application, including the definitions below, the term modulemay be replaced with the term circuit. The term module may refer to, bepart of, or include an Application Specific Integrated Circuit (ASIC); adigital, analog, or mixed analog/digital discrete circuit; a digital,analog, or mixed analog/digital integrated circuit; a combinationallogic circuit; a field programmable gate array (FPGA); a processor(shared, dedicated, or group) that executes code; memory (shared,dedicated, or group) that stores code executed by a processor; othersuitable hardware components that provide the described functionality;or a combination of some or all of the above, such as in asystem-on-chip.

The term code, as used above, may include software, firmware, and/ormicrocode, and may refer to programs, routines, functions, classes,and/or objects. The term shared processor encompasses a single processorthat executes some or all code from multiple modules. The term groupprocessor encompasses a processor that, in combination with additionalprocessors, executes some or all code from one or more modules. The termshared memory encompasses a single memory that stores some or all codefrom multiple modules. The term group memory encompasses a memory that,in combination with additional memories, stores some or all code fromone or more modules. The term memory may be a subset of the termcomputer-readable medium. The term computer-readable medium does notencompass transitory electrical and electromagnetic signals propagatingthrough a medium, and may therefore be considered tangible andnon-transitory. Non-limiting examples of a non-transitory tangiblecomputer readable medium include nonvolatile memory, volatile memory,magnetic storage, and optical storage.

The apparatuses and methods described in this application may bepartially or fully implemented by one or more computer programs executedby one or more processors. The computer programs includeprocessor-executable instructions that are stored on at least onenon-transitory tangible computer readable medium. The computer programsmay also include and/or rely on stored data.

What is claimed is:
 1. A system comprising: a model predictive control(MPC) module that performs MPC tasks including: determining predictedoperating parameters for a set of possible target values; determining acost for the set of possible target values based on the predictedoperating parameters; selecting the set of possible target values frommultiple sets of possible target values based on the cost; and settingtarget values to the possible target values of the selected set; anactuator module that controls an actuator of an engine based on at leastone of the target values; and a remedial action module that selectivelytakes a remedial action based on at least one of an amount of time thatelapses as the MPC tasks are performed and a number of iterations of theMPC tasks that are performed.
 2. The system of claim 1 wherein theremedial action module instructs the MPC module to suspend the MPC taskswhen the elapsed time is greater than a first period.
 3. The system ofclaim 2 wherein: the remedial action module instructs the MPC module toresume the MPC tasks when other tasks are complete; and the other taskshave less priority than the MPC tasks.
 4. The system of claim 2 wherein:the remedial action module instructs the MPC module to set the targetvalues for a present control loop independent of the possible targetvalues for iterations started during the present control loop when theelapsed time is greater than a second period; and the second period isgreater than the first period.
 5. The system of claim 4 wherein theremedial action module instructs the MPC module to set the target valuesfor the present control loop to the target values set during a previouscontrol loop when the elapsed time is greater than the second period. 6.The system of claim 4 wherein: the MPC module sets the target values forthe present control loop and a future control loop when completing theiterations started during the present control loop; and when the elapsedtime is greater than the second period, the remedial action moduleinstructs the MPC module to set the target values for the presentcontrol loop to the target values set for the future control loop duringa previous control loop.
 7. The system of claim 4 wherein the remedialaction module instructs the MPC module to refrain from restarting theMPC tasks during a future control loop when the elapsed time is greaterthan the second period.
 8. The system of claim 4 wherein: the remedialaction module takes the remedial action when the elapsed time is greaterthan a third period; and the third period is greater than the secondperiod.
 9. The system of claim 8 wherein the remedial action includes atleast one of limiting the torque output of the engine and activating aservice indicator.
 10. The system of claim 8 wherein the MPC moduledetermines the cost for each of the sets of possible target values basedon differences between the possible target values and reference values,the system further comprising a backup module that sets the targetvalues for the present control loop to reference values when the elapsedtime is greater than the third period.
 11. A method comprising:performing MPC tasks including: determining predicted operatingparameters for a set of possible target values; determining a cost forthe set of possible target values based on the predicted operatingparameters; selecting the set of possible target values from multiplesets of possible target values based on the cost; and setting targetvalues to the possible target values of the selected set; controlling anactuator of an engine based on at least one of the target values; andselectively taking a remedial action based on at least one of an amountof time that elapses as the MPC tasks are performed and a number ofiterations of the MPC tasks that are performed.
 12. The method of claim11 further comprising suspending the MPC tasks when the elapsed time isgreater than a first period.
 13. The method of claim 12 furthercomprising resuming the MPC tasks when other tasks are complete, whereinthe other tasks have less priority than the MPC tasks.
 14. The method ofclaim 12 further comprising setting the target values for a presentcontrol loop independent of the possible target values for iterationsstarted during the present control loop when the elapsed time is greaterthan a second period, wherein the second period is greater than thefirst period.
 15. The method of claim 14 further comprising setting thetarget values for the present control loop to the target values setduring a previous control loop when the elapsed time is greater than thesecond period.
 16. The method of claim 14 further comprising: settingthe target values for the present control loop and a future control loopwhen completing the iterations started during the present control loop;and when the elapsed time is greater than the second period, setting thetarget values for the present control loop to the target values set forthe future control loop during a previous control loop.
 17. The methodof claim 14 further comprising refraining from restarting the MPC tasksduring a future control loop when the elapsed time is greater than thesecond period.
 18. The method of claim 14 further comprising taking theremedial action when the elapsed time is greater than a third period,wherein the third period is greater than the second period.
 19. Themethod of claim 18 wherein the remedial action includes at least one oflimiting the torque output of the engine and activating a serviceindicator.
 20. The method of claim 18 further comprising: determiningthe cost for each of the sets of possible target values based ondifferences between the possible target values and reference values; andsetting the target values for the present control loop to referencevalues when the elapsed time is greater than the third period.